Türkiye standardises additional customs duty on non-FTA passenger-vehicle imports at 25–30% (Presidential Decree 10436)

Mechanism

Decree 10436 generalises what had previously been a China-specific tool. Türkiye's June 2024 Decree 8639 (see 2024-06-08-turkey-decree-8639-chinese-vehicle-tariff.md) imposed a 40% (later 50%) additional duty on China-origin passenger vehicles only. Decree 10436 instead sets a uniform additional-duty schedule (25% ICE/non-plug-in hybrid, 30% plug-in hybrid, 30% BEV, each with a per-unit USD floor) applying to passenger-vehicle imports from any country outside Türkiye's ~24 FTA/customs-union partners — meaning it now also reaches non-China exporters (Japan, US, India, and others) that previously faced no equivalent additional duty, while for China specifically the new 25–30% band is lower than the 40–50% rate set under Decree 8639 for ICE/hybrid models (GTA's state-act notes duties on China "reduced" under this decree for the categories where the general schedule undercuts the China-specific one — the two decrees interact via whichever produces the applicable rate per HS/origin combination; resolving the precise line-by-line interaction requires the full annex text, which is not machine-readable in the gazetted PDF).

The 60-day lag to entry into force (21 November 2025) and 30-day grandfathering window for customs declarations are standard Turkish Ministry of Trade practice for giving importers time to adjust supply contracts.

Downstream implications

• Widens Türkiye's vehicle-tariff wall from a China-only measure to a

near-universal (ex-FTA) additional duty — Japanese, Indian, and US-built models lose the pricing edge they held over China-origin vehicles under the narrower 2024 decree.

• Domestic assembly (Togg, Ford Otosan, Tofaş/Stellantis, Hyundai Assan,

Toyota Sakarya) and FTA-partner imports (EU, South Korea, UK) gain relative cost advantage against all other third-country origins.

• BEV/PHEV importers face the highest floor rates (30% / USD 7,000–8,500

per unit), reinforcing the incentive structure that has already pulled Chinese OEMs (BYD Manisa) toward local-assembly investment-incentive certificates rather than direct import.

Open questions

• Exact line-by-line interaction between Decree 8639 (China-specific,

40–50%) and Decree 10436 (general, 25–30%) for China-origin HS 8703 lines — does the more specific or the more recent instrument control? Flag as a follow-up amendment to 2024-06-08-turkey-decree-8639-chinese-vehicle-tariff.md if a subsequent bulletin clarifies.

• Full annex tariff schedule (per-HS-line rates) was not extractable from

the gazetted PDF via automated tooling; verify against Ticaret Bakanlığı consolidated text if precise sub-line rates are needed downstream.